Air-brake-controlling apparatt



A. ST. 10HN. AIR BRAKE CONTROLLING APPARAYUS APiLlCAHON FILID [[32.1920.

Rvbsued Dec. 27, 1921.

lNVENTOR expd@ ATTORNEY A. ST. JOHN.

MR BRAKE CoNToLLlNG APPARATUS APPLICATION FILED FEB. 2| 1920.

4 SHEETS-SHEET 2.

Reiss@ De. 27, 1921.

To ENQ/N558@ vAz.. vs;

le za P05/7701451: By 7'RACK SIGNAL D BY GO VERNOR TO BRAKE' PIPE QPas/r/oNED 8V P05/Wolven BY f 2 f R R R3 Govan/voe TRACK SIGNAL T0 BRAKEP`IPE INVENTOR ANGEL STAJOHN ATTORNY A, ST. KERN.

MR BRKE CONTROLLING APPARATUS.

,wmxcmou mio fee, 2, |920,

4 SHEETS-SHEET 3,

Rois-simi Dm. 27, 1921 To :NSM/ERS X VALVE POSITIONED BY TRACK SIGNALill im: l /12 if 1y 9 H 10 .0

R' R2 R3 POSITONED BY POSITIONED BY TO BRAKE PIPE GOVERNOR TRACK SIGNA!-lNVENTOR ANGEL. S-l-.JOHN

ATTORNEYA A. ST. 10ml. AIR BRAKE CONTHOLL-ING APPARATUS.

APPLICAIION FILED FEB, 2, 1920.

4 SHEETS-SHEET 4f issuvd Dec. 27, 1921.

To ENGINEERS VALVE.

i my@ Hyla TO BRAKE P nya Posl/o/vso er TRACK SIGNAL TOR2 1 3 v 1PoS/.T/an/ED SY PUslT/cwso BY Pas/T/aNE Br sovEAwoR TRAC/r SIGNALGOVERNOR 'WAC/r s/GNAL covERNR PUSIWONED BY POSITIONED BY POSTIONED 5)/TRAC/f SIGNAL.

INVENTOR ANGEL STJOHN ATTORNEY UNITED lSTATES ANGEL sir. JOHN, orCLEVELAND, omo, AssIGNoR. 'ro THE wns'rnmgonsn Am BRAKE COMPANY, orWILMERmNG, PENNSYLVANIA, A CORPCTON 011 PENNSYLVANIA.

AIR-BRAxE-coNrnoLmNG ArPAR'ATUs.

Original No. 1,256,607, dated February 19,

Specification of Reissiied ALettersateint. .issued Da, 27, 1921. 1918',Serial No. 809,449, tiled December 30,. 1B1-3. Appli tion for reissuefiled February 2, 1920. 'Serial No. 355,786.

To (1U -w/zonz. i may concern:

Be it known that I, ANGEL Si'. JOHN, a citizen of the United States,residing at Cleveland, in the county'ot' .Cuyahoga and State of Ohio,have invented new and useful Improvements in Air-Brake-ControllingApparatus, of'whicli the foilowing is a speciication.

This invention relates to an air brake controlling apparatus andparticularly to a typo of such apparatus adapted to be set in operationbyA track signals controlled by theusual block signal device.

It is an essential feature of such'apparatiis that the character of thebrake application shall be duly cordin-.ited with the existentconditions and accordingly it is one of the objects ot' my invention toprovide a device which may be operated by a signal at intermediate orcontrol position to reduce the speed of the train to a predetermined orcontrol speed and which will be operated by a signal at stop position tocause an einer# gency application otl the brakes and to bring the trainto a stand still.

lt is generally found desirable to permit a train t'o pass a controlsignal and even a stop signal without. applying the brakes, provided thespeed of the train does not exceed a maximum fixed i-ii suitablerelation to each condition. A second object of my invention is.therefore, to provide a device of the character described ordinarilyYoper'- able b v a'ti'ack signal iii either control or stop position' butrendered automatically inoperable with respect to a signal in eitherposition when the speed of the train does not exceed a maximum speedpredetermined and fixed with reference to each position ot' the signal.

Another object is to remove the apparatus from the control oftheengineer during the automatic operation of the device until theapplication of the brakes is completed and the speed reduced to apredetermined rate or until the train is brought to a standstill asconditions may require.

Another object of my invention is to provide an apparatus of theabovecliara'cter having means including a slide, valve for imposing aplurality of fixed speed limits, and means controlled from the trackivayfor determining the position of the slide valve.

' Another object is to provide a Huid pres. sure apparatus having threefixed condi-4 tions corresponding with three fixed speed limits, a speedresponsive device on the ve. hicle coperating with .said apparatus tocause a brake a plicationwhen. the speed at any time excee s the speedlimit `corresponding to the condition of the. apparatus at such time,and triickway means for determining thevcondition of said fluid pressureapparatus.

Further objects of in )ear -in the following escription and Iwill especifically pointed out in the appended claims. y Y A preferred form ofmy invention is shown in the drawings in which- .Figures 1 to' l0 airediagrammatic views 'showing the automatic valve mechanism for applyingthe brakes or parts -thereof in the several positions which they occupyduring the different operations of the apparatus;

Fig. 1 shows all parts of the automatic 4valve mechanism in normalrunningr position;

Fig. 2 is a similar view sliowingcertain of the parts in. position toapply the brakes after being placed in .operation by a track. signal setin control position, this p osition of the parts being hereinafterreferred to as service position;

Fig. 3 shows the parts in a further stage ot' the control application,this position being designated as the lap position-in which the brakesare applied with constant pressure to reduce the speed of the .train;

Fig. -L shows the parts'inupos'ition to release the brakes and to startthe return of the parts to normal running position, this posi-- tionbeing designated as release position;

Fig. 5 shows the parts during an emer gency application of the brakes;

Fig. 6 shows the 'parts in the preliminary position for releasing thebrakes after' an emergency application; e..

Fig. 7 shows .the 'parts in the final position for releasingl the brakesafter an amergency application;

Fig. 8 shows the effect of the's eed 'c ori trolling mechanism during acontro applica.-

tion of the brakes, and

controlling mechanism during an emergency invention will: ist' susapplication, [the parts in Fig. 9' being' in "separate parts suitably;connected; As position to permit an emergency application 'shown in-Fig.1, the automatic valve mechaafter a train has passed a stop Asignalait afiliera-includes@.starting plunger 1 adapted speed l below the controlspeedbut. greater toAbe,moyed'glongitudinallyhdevices'conthan the safespeed at which a train may trolled by the track signa'ls,..V ountedupon70 pass' a stop signal and Fig. 10 showing thethe-plnngerl1 isv a'starting device 2 which' speed regulating device in'position toprei'-"servesV When'movedrom its normal posi-l vent jan. emergencyapplieationjvlien the ttion testarttlieniechanisln in operationon Vtrain is running at safe speed or less. leither .'"coni"l or einer encyapplication', 10 The automaticwalve;mechanism will lfirsifthefeharactenothe :app i'eationibeing zde11=751 be described:v Allpartsv ofthis mechanism?termined=bythe positionl to which the startareshown diagram-matically in Fig. 1 whereing valve is moved. Movement ofthe valve as i11 'I*`igsi 2 to=10 inclusive 'certain of the 'to theintermediate -positiomshown 'in Figa'. I partsv are omitted and onlythose 'partsl are 2 results.fin-a'control applieationgr'while its Y 15shown `which are `operable 'underthe oondifY movement-ttothefextrenieffpositiorishown '80 tions-V shown ingv'each figure.AConnections'ilin'Eignj'resiilts in an emergncy applicawhichV pass in'.thexrear E oigother 'connections'y f'tionf ""Ifhehya'lve 1 is j inclosdfiri Aanair" withontrinterectin them Tare"convention-ehariiliver'iii:PThe 'etartiig plnngrlhassewf illy'fehownijasl enfaway'onleach-fSidecuredltoHiteiupperend" a5c'ntol}piSton3'whenfpasing'the'llatter connections? 'jmov'ubie in an air chamber G,,Theupperss Th'iportionof the' appaatuconsist e'S-end=oftli'yufpliing'erf i'gprvi'cied'wtli'altranssentiall 1 in'tli'combinatin' of "a maini valve" 'ver'se' '-paasg i2 -a'rd' Hvirith Ya' Small f j longi i AI noved yhafpiston traveling-incylinder-,'-'tudinalfpaseage- "n eatingitliereplurlity-lofrreservoir-51Withj 'f :f ,=1v x;:.;- grit 1- 25 -valy'eS ,fi'v"m9dyin`g f' i "th"PlQpef Q'Tdelf The.. main l control piston sf indicated: at" f90 theconnections between the cylinder'and'the ijapdis connettl by"li11ge'r'-l to-f themain reservoirs.v The two portions of the cylifr'ii'valve "5.".Tlii` lve r tsvarioiisfpos'itiof and"ceitainof^thereservoirs`no1 allyCOHf ,deter-'Iiii'nesthe'oxnectiqofthe"bkelpipe tainair at main Ifes/envoirJp'ressi'nfjgthe niixiimtof-the fatn'i'` Hefeltthl'inan rese'voui 1^ r'esevirbeig'a component part of-the fordi'ithereby', tiri"- le'pplicatiro lr na""ai:bfakefmeehanismy #ff 'lease'fthe=isake-^ifrhiwnkl4 indifesa@ en'one portion'o'f the cylinderl isbo-"acylinder ''f which- 'the ,portionV to Pthelgflit" ""fnec'ted'io'ireservoir' containing'aii! ata of` the"""'i'ti1 loweiflp'ressre, thepressureili' that portion lettery f 'Wli'l dicated by "thai efeijence Ymain valvelv assumes the"variuvs positiefs "de rnecessary to apply 'andrelea'eeftliefjbrakeg y. monnted in in approximatelythe mannerinvh l1`they 'of its 'functi arelrnannallyjapplied by the engin @bex-'Cto therpai'rilreervoi Two typesof brak'v pplication ate"pregare'in*'.nomnlsitiiiftheieby vided for as follows' ,Fil-st,l a control'appli-1 `the charging Y'tlief'chaniberf C-t cation.'.vvhiohlservesto'freduce'tlie Speedtof jervo'iif'pijeseiire.."'Thiefyadrni y tbetrnin toa' predetermined point," Y ii,tlieresfeiivoiipre's A 65` nism'maly consisto 'any'desired nuniber of' An'additionalrpistoii `is`1noii1ited-iiiliiiil13o at danger'or stoppost1oni l )l The cnaiacter of fthe "application isdegoverno@ pl 'lnge`x l 13 t termined by the,postion of the track small passage sliqvv airchamber H directly connected tothe brake pipe N and serves to controlthe movements of a slide valve 10, hereinafter' designated as thecontrol valve, which serves to maintain the application of the4 brakesduring a Ycontrol application until the speed has been reduced to thepermissible or control speed.

A piston 11 shown near the upper right hand corner of Fig. 1 is mountedto move in an air chamber l which is directly -connected with anadditional -air space J. The piston 11 has secured thereto a plunger 12which helps to prevent. accidental displace- 1b ment of the startingvalve piston 3 and starting valve 2 during a control application of thebrakes.

he plunger 12 is provided With asmall air passage extendinglongitudinally thereut' as indicated in Fig. 1 whichserves to permit thelescape of air from the lower portion of the chamber I; when the pistonll moves to the position shown in that figure.

As previously stated it is one of. the objects of my invention to renderthe automatic valve mechanism inoperative when the speed of the train isreduced below certain predetermined limits and .the mechanism for.attaining this result is indicated as a governor plunger 13 having twointermediate portions thereof cut away and provided at its upper endwith a piston 14 movable in an air chamber l( directly connected by oneof the passages L to the mainreser- 'voir S.

The governor plunger is operated through suitable connections to anydesired type of centrifugal governor but as the governor and connectionsform no part of my inven- 40 tion they are not shown in the drawings.

,F or the'understanding ot' this application, it is suflicient to statethat the plunger is so connected that it will gradually rise as thespeed is reduced reaching the position shown in Fig. 8 when the train ismoving at control speed, and the position shown in Fig. l() when thetrain moves at safe speed. The piston 14 moves to the extreme lower Vendoi the chamber K when the train is moving '50 at greater than controlspeed and tothe ext-reme upper end when the train is brought to astandstill. Although shown as a plunger it should be understood that anysuitable type `of slide or piston valvemay be substituted therefor. g Y

Reference characters 15 and 16 indicate `check valves in the connectionsleading from the chamber B. The emergency releasevalve 17 is shown innormal position in Fig.

"'60 1 and in position to start the release of the brakes a er anemergencyapplication in Figf. The character 18 indicates a small passageto the chamber J whichisnormally closedbythevalvel'vt :165 Aspreviously.statedythe yreference letter.

L indicates a: connection' to the main'reservoir. M indicates aconnection Ivto the engineers valve by which the brakes are orinarilycontrol ed. N indicates a connection to the brake pipe controlling theapplication of the brakes throughout the length of the train. O, l and Qindicate connections respectively to the air chambers R1 R2 and R3, andT, U and `V indicate exhaust ports leading from the valves 5, 7 andrespectively vto the atmosphere.

The principal connections of the various Y chambers when the parts arein their normal runninor position are as follows; the starting valveiamber 'A isconnected tothe main so reservoir S through' the passage 2in the upper end of the starting plunger 17 the transverse passage 2therein, the emergency re` lease valve 17 and theconnection L. The mainpiston chamber B is connected tothe` starting valve chamber A through apassage y control ed by the governor plunger 13. The chamber C isconnected to the chamber B through the chamber K X ofthe charging valve7, around the end of Said valve and through the -checkyvalve 15 and thesmall passage entering the chamber B near its leftA .hand end. Theseconnections insure main reservoir pressure in both'the chamber B and thechambers C and D under normal conditions but any accidental movement ofthe piston4 and valve 5 from -the normal position immediately results inthe closing of the passage,to the check valve 15 and4 further movementQf the piston is prevented as it is immediately resisted by thedifference in pressure on the opposite sidesjof the piston. i

The chamber` D is always directly connected to the chamber C and servesmerely for air4 storage.' The main valve chamber E is directly connectedto the main reservoir S through the connection L. The space li at theright side of the charging valve piston 6 is normally-connected to theatmosphere 110 through the main valve 5 and the brakel pipe exhaust portT, while the spare at the left side'ot the piston 6 is connected to theatmosphere through the chaifging valve exhaust port U. 115

The starting valve control cylinder G is i -normally .connected tothechamber B through the emergency-release valve`17, the charging-valve 7an the check valve .15.

`The control valve chamber -H is directly con- 120 l nectedv upon theleft side to the brake pipe 'N and upon the right side to the atmospherethrough the charging valve 7- and the exhaust port U. The starting valvestop cyl-' inder I is connected to the main reservoir through, thetransverse passage 2 in the starting. valve piston l, the emergency; e;,lease .valve 17 and the connection L.--Tl |e chamber. J is alwa sdirectly connected ,'tof the chamber l an servesjor air storage 1.36

pu'rposes. The governor plunger chamber is directly connected to themain reservo1r. z-

The reservoir R1 is normally connected to 5 the chamber C through theconnection O and the control'lval've '10. The reservoir R24 is connectedto the atmosphere through the connection P -and the valve 1 0, thestarting valve 2 and the starting valve exhaustport V. iThe reservoir R3is normally connected to the chamber B' through the connection' Q andthecheck valve 16.

It will thus be seen that in vnormal position all parts of the`apparatus are maintained at main reservoir-pressure except the chamberH-which is at the pressure maintained in the brake pipe, usually:somewhat less than thatof the main reservoir, and the chamber A F andreservoir' R? atmosphere.lv

yThe main features in the operation of the' device will novvbe'indicated with a detailed descriptiouof the movementsof the severalparts through which lthese results-are ob'- 25.tained.' f

which are open to' the Semic-c posiion-F'ig. 2.. When the train passesn. trackfsi'gnal set at the intermediate or control 'position'fthostarting valve 2 will be'moved to the inter? mediate, position shown inFig.- 2. "This movement of the valve 'causes the chamber B to bedisconnected from the main reservoir -S and= to be lconnected to the'xeservoirR" 85 which was formerly at atmospheric pressure,

this connection being made through a recess in plunger 13, startingvalve 2, a second recess in plunger 13, conti-cl valve 1 0 andconnection P. This reduces the pressure in 40 the chamber B causing themovement of the piston 4 to the right to 'the' position shown 'in Fig. 2and connecting the brake pipe `N Ito the atmosphere through the exhaustport T. The pressure'in the brake pipe is 'thus reduced and the brakesare thereby applied. The reservoir R? is closed by 'thel check valve 16as the preure in chamber B falls and is therefore maintainedatmainxvservoi pressure.

, At the same time the engineers valve con1` nectiou M is cuft oi Vfromthe main reservoir preventing 'the release of thebrakesV the engineer.Also a comparatively slightmove-l ment 'of the" main .valve is su cientto permit'air from chamber E atmain vreservoir pressure to pass'. aroundthe end ofthe valve to lthe right side ofchamber F shifting the chargingvalve piston 6 and valve 7 tothe left. `This connects chamber- C to theright d0 hand side of chamber H, and connects cham-l ber Gr th-rough thecharging valve 7 and the exhaust' port U to the atmosphere. The pressurein chamiber G being thus reduced, the main reservoir pressure in chamberI 6,6 holds the stop piston 11 securely seated and '10 then moveto theleft to the Ithe pressure from below on the starting valve piston 3forces it against the stop plunger 12 thus holding the starting valve inplace in spite 'of jars and vibrations. The pressure in thebrake pipe isalways 'I0 maintained lower than in chamber C (except perhapsmbmentarily during the motion ofthe main valve and-piston) but the lefthand face of. the control Avalve piston 9 is 'enoughlargier thantheright hand face-to 75 compensate any difference in pressure that mayexist' and hold the valve closeduntil the'brake pipe pressure is reducedto the proper point for effective application of the brakes. The piston9 and the control valve 30 position shown in'FigrB.

position-'Fgy As `thecontrol valve 10 moves'to the left 85 it cuts olfthe reservoir B1. lfrom the chamber C and thereservoirz, from thechamber B .andjconnectsthe chamberB-to reservoir R? throughpas'sag'e25,past the Igovernor plunger'13 totheV 26, .through cavity127 90 'in slidevalve 2 to passage 28, past the governor plunger 13vt o paage 29, whichis uncoveredfb movement` of .the slide valve .10 to 'the legt, andthence through the valve ,chamber containin' the slide valve 10 to 95the passage Q -,an reservoir. Ra. this last reservoirwas formerly closedat higlli pressure, its connection Vto the chamber will .increase thepressure in said chamber and cause the piston 4to move a certain 100distance to the left so that the valve 5 will cut 'offthe connectionsfrom the brake pipe N` Vto the atmosphere, The pressure in the brakepipe is thereaftermaintained constant and the application of the brakeswill con 105 tinue under this pressure until thespeed has droppedlo they p'redetermined point designoted as `the control speed.

Release positions-Fig. 4,.' E 10 When this speed is reached, thegovernor plunger I13 rises to the position shown in 'Fig'. 4 cuttin oit'the prior [connection frmr. v tl'ie'chaxnber connecting. said .chamberto the man; isser to, the reservoir Ra andagain voir -1S ,.throughpassage L, passage 30, past the valvel? to passage 31, through chamber Iand then 'through c amber l to passage 32 andthence past the governorplunger 13 to` ssage v33 which opens into passage 25, 12 lea ingr tothechamber B. The reservoir RS isstill connected t0 the chamber B` throughthe check valve 16 permitting the pressure in :R3- to be restored tomain reservoir pressure.,

The resulting increase of pressure in the chamber B causes a stillfurther movement of the'pistpn 4 and valve 5 to the left therebyconnecting the br'ake'pipe N tn the reservoir S which raises thepressure-in the brake 130 i mk pipe and releases the brakes. Thismovement of valve 5 also restores the connection between the engine-cfsvalve pipe M and the main reseroir, .As the pressure in' the brake piperises the valve is forced to the right and connects the reservoir R1. tothe chamber C (F ig. l). As the reservoir R1, was cut off at less thanmain reservoir pressure the connection ot the chamber. C to thezresem-'oir l* reduces the pressure in the chamber C and the piston 4and-valve 5 again move to the left and thus return to normal position.This cuts off the main reservoir Afrom the brake pipe N and conneets theright hand portion of 4chamber F to the atmosphere through the brakepipe exhaust port fl. The spring 3 then shifts the charging'valve 7 tothe right reestablishing theoriginal connection.. @f chambers C,

G and H. 4The pressureon theupper andV lower faces of the starting valvecontrol pi s t0n now being the same, (main reservoir pressure), theforce on the upper faceA ex.

fceeds that on the lower owing -to the area.

occupied by theistarting plunger 1. Hence the starting valvecontrolpiston 3 and valve 2 will be returned to their normal positions. Thegovernor plunger 13 will return to its normal position when the speed isvsuiliciently increased. The parts will then be again as shown in Fig.1.

Emergency. application-Fig. 5. i Referring now .tb the operation ofthepa'ts during an cliiergency application.I it

" should. be understood that if the starting plunger 1 is actuated by atrack Signal set in the stop or danger position, the starting valve willbe moved to its extreme upper. position. This movement results indirectly .connecting the chamber B to the atmosphere, through thestarting Valve chamber A and the exhaust port-X7. The main valve piston.tand valve 5 are at once shifted as far as possible to the rightconnecting the brake ypipe N to the atmosphere through the e-.\'-

iaust port T, cuttin f oil the engineers valve and admitting air rom themain reservoir to theright hand side of chamber F through connection Land chamber E. The charging' valve piston 6 and valve 7 are thus shiftedto the lett as in a control application connecting chamber C- to' Atheright hand side of chamber H and connecting chamber G to the atmospherethrough the exhaust port U. The shifting of the starting valve controlpiston 3 to the extreme y osition -has carried with it the' stop piston11. The cl'iauibers l and l are at mam reservoir pressure before theraising of the stop piston 11 and this pressure is slightly increased bycompression after the piston- 11 cuts o'tthe connection ot the chamber Ito the main reservoir 55. The a plication otmain reservoir pressure to te under- VRelease after emergency applicatiom-Pre- -Ziminary position'.Fig. 6'.

After the train has been. brought to a' full stop the brakes may bereleased by the manipu ation ot the emergency releaseva'lve 17. This isirst rotated a quarter turn to the right from the position shown in`Figs. 1 to that in Fig. (i. The main reservoir vS is thus connected .tochamber. G and thropgh the small passage 18 to' chambers J and I. Thelspace below lthe starting valve piston 3 and the space belowthe stoppiston 11 are at the 'same time connected through the `charging valve 7and theex'- haust port ll tothe atmosphere. The start- .ing yalve piston3 is thus forced down rcturning the starting valve 2 to its normal Thestop piston 11 is forced down position. till it clears the connection inthe side of the chamber I when the pressure in the chambers I and 'J isrelieved by the escape of air to the atmosphere. This gives an audiblesignal that this portion of the release ha's been completed.

[fer/ease after enuf'rgcncy applicctz'oninat Position. Fig.

ie emergency release valve 1( 1s .then tin-ned back to its originalposition admitting air from the main rcseivoir to 4chamber B throughtransverse passage 2**A chambers l and J and past the governor plunger13. The main valve piston 4 and valve .5 'are thus returned toapproximately the same. position'as in a release aftercontrol-application. YThe brakes are then released an the parts'returnedto their normal position as described in connection with the controlapplication.

yy I. I Provisto. for rendermg the 'Dahle' mecha.-

i'noperatz'ee at 'reduced speeds.

The provision for disconnecting the brakes from the control e." thestarting valve whenv the speed is' reduced to either control or safespeed is shown in Figs. S, 9 and 10; Tn Fig. 8, the starting valve is inthe positipn to which it has been moved by .a track signal set 1ncontrol position and it will be seen that as the l train is movingwithin the control speed the .governor-plunger has risen te a positionin which it cuts oir the connection from the chamber B through thestarting valve chamber A to` the reservoir R2 so that movement of theValve 2 does not reduce the pressure in 5 thegchamberB and is thereforeineffective to cause. anymbvement of the piston 4 and Avalve 5. If,`however, the starting valve 2A yis moved to vits extreme position asshown in Fig.. 9 while the train 1s running at Aconchamber A so that thepressure of the chamber B cannot be reduced and no application of thebrakes will4 follow.

From the foregoing description it will be noted that the slidevalve2 hasdifferent positions for imposing a plurality of fixed speed .limits andthat the position of the s ide valve is determined in accordance withthe position of the signal control. mem-v 80 ber l which is adapted tobe moved longitudinally by a device controlled by the track signals.

The apparatus is also capable of assuming three fixed conditions`corresponding 36 with thine fixed speed limits, as illustrated in Figs.8, 9, and 10 of the drawings.

Having thus described my invention it will be evident that many changesand modifications can be made in each of the several 40 parts thereofwithout departing from the spirit and scope of my invention and I do notwish to be limited to the specific details and arrangements hereindescribed but what I do claim is l. An air brake controlling apparatuscomprising a main reservoir, a brake pipe, a main valve e'ective indifferent positions to close said brake pipe or to connect the same tothe main reservoir or to the atmosphere, a piston to move said valve, achamber on each side of the piston, a plurality of auxiliary reservoirs,and'means to 'successively change the connections `from 'said reservoirsto said chambers to vary the relab5 tive pressures upon the opposite'sides of said piston and cause the piston and valve to assume the necssary positions to apply the brakes.

2.. An air brake controlling apparatus comprising; a main reservoir, abrake pipe, a

main valve effective in different positions to close said' brake pipe orto connect the same to the main reservoir or to the atmos phere, apiston to move said valve, a chainber on each side of the piston, aplurality of auxiliary "reservoirs, and means to successively changetheconnections from 'said reservoirs tosaid chambers to vary the relativepressures upon the opposite sides` of 'said'piston and cause the. pistonand valve 70 to assume the necessaryl lpositions to appll the brakes andspeed controlmechanism e fective to release the brakes when the speedofthe trainhas been reduced to a predetermined'point. l. .75 3,'An airbrake 'controllingapparatus comprising a main reservoina brake pipe,.

' a main valve-effective in 'different p'osltions to close said brakepipe or to connect-the samefto the main reservoir or to the .atmosphere,a piston to :move said valve, a chamber oli-each side f the pistonmaintained normally ata high pressure; an auxiliary reservoir maintalnednormally at a lower' pressure, and means to' connect one ofsaid 86chambers' to said auxiliary reservoir, the expansion 'of the .air fromsaid chamber to said reservoir reducing the pressure upon one side ofvsaid piston and causing thefpiston to move the main valveto apply thebrakes.' 90 Attf- Anair brakeV controlling. apparatus comprisin a mainreservoir, a brake pipe,

a main va veefl'ective in different posltions to connect the brake` pipeto the atmosphere, to close Vthe brake pipe, and to thereafter connectsaid lpipe to the main reservoir,'and means inclu ing a track signaloperated member and a speed controlled device eective to move said valveautomatically to -its different operative positions in the order named,said valve being maintained in position to close said brake pipe vuntilthe speed is reduced to a predetermined rate, and movement of said valveto thereafter conneet said brake pipe to the main reservoir beinggoverned by said speed controlleddevice.

5. An air brake controlling apparatus comprising a main reservoir, abrake pipe, -a n ialn valve effectlve .in dlferent p'os1t1ons- 11D toclose said brake pi-pe or to connect the same to the main reserv'oir orto theatmosphere, means effective bg'moye said valve to connect thebrake ipel to the atmosphere,

and to thereafter c ose said brake plpe at 116.

reduced pressure, speed controlled devices v eiective to thereafterconnect the brakepipe to-the main reservoir, and means to again.closethe brake pipe when the 4original pres-` sure in the pi e has beenrestored. f'l-' 6. -An air rake controlling --apparatus comprising amain reservoir, a brake pipe,"a main valve eifectivein differentpositions to close said brake pipe or to connect the same tothe .mainreservoir or to the., a tmosphere, and automatic means tomove-,saidyalveto. reduce the pressure in the brake pipe to--a predetermined'pressuregreater than atmos-v pheric-and to thereafter move 's ald. valveA tomaintain the reduced 'pressure 1n said pipe, :13o

together with speed controlled means to release the brakes by restoringthe original pressure in said pipe when the speed of the. train isreduced to a predetermined point.

An air brake controlling apparatus comprising' a main reservoir, a brakepipev` a main valve ellective in different positions to close saidlia-aire pipe er to connect the same to the main reservoir or-to theatmosphere,

and automatic means to move said valve in one direction to apply thebrakes l'and in the opposite direction in a series of' steps to maintaintlie brakes in action until the speed is reduced to a predeterminedpoint, and to thereafter release the brakes by restoring the originalpressure in the brake pipe.

e. An air brake controlling apparatus comprising amain reservoir, abrake pipe,v a main valve effective in different positions to 'closesaid brake pipe and to connect the same to the main reservoir or to theatmosphere. control mechanism comprising a signal operated member,- astarting valve movable thereby, and connections from said starting valveto said main Lvalve whereby said starting valve when moved tointermediate position is effective to' move the main valve and apply thebrakes to reduce the speed of atrain to a predetermined or controlspeed, and whereby said starting valve when4 moved to extreme positionis effective to move the main valve and apply the brakes to stop the.tm-in, anda speed' controlled device effective to render said.' controlmechanism inoperative when the starting valve is moved to intermediateYposition if the speed ot' the train does not exceed a fixed limit, butlea 'ing the control mechanism operative when the starting valve 'smoved to 4U extreme positibn although the train is movmglr at less thansaid fixed speed.

9. An air brake controlling apparatus ron'n'irisiinTr a main reservoir`a brake pipe, a main valve effective in different positions to closesaid brake pipe orto connect the'same to the main reservoir or to theatmosphere,` and automatic means effective under predeterlniliedconditions to move the valve. and apply the brakes to reduce the speedof the train to a. predetermined or control Speed. said means being alsoeffective Linder different. crmditions to move the valve and apply thebrakes to stop the train, and a .speed controlled device t?) render saidauto- .55 'matic means inoperative under said predetermined conditionswhen theespeed of thc train does not exceed the control speed butleaving said means operable under said dif- `eient conditions at lessthan the control 60 speed, said speed controlled device being alsoefiective to render said automatic means inoperative under allconditions when the speed of Jthe train does .not exceed a lowerpredetermined or safe speed.

10, An air brake'controllmg apparatus main valve effective in differentposA comprising a main reservoir, a brake pipe,

a main valve effective in different positions to close said brake pipevvor to connect th?.- same to the main reservoir orto the atmosphere,automatic mea-11s including a starting' 7U -valve effective underpredetermined conditions to bring the train to a stand-still, and amanually operated release valve to restore said starting valve .toinitial position, said automatic means thereafter operating to rf- '15lease the brakes and l'estoreall parts of the apparatus to normalposition.

11. An air brake controlling apparatus comprising a main reservoir, a.brake pipe,l a main valve effective in different positions to B0 closesaid brake .pipe and to connect the same to the main reservoir or to theatmosphere, ymeans including a startingr valve movable from normalposition to two ditferent operative positions and 'a speed con- 85trolled device, said means being,r effective when said starting valve ismoved to one operative position to move saidmain valve into position toapply the brakes and stop the train,and said means being effective 90when. said starting valve is moved to its sec- .ond operative' positionto first move said main valve into position to apply the brakes and tothereafter move Vsaid main valve inio position to release said lira-lieswhen 'the 95 speedlhas been reduced to a predetermined rate, mechanicalmeans to .move said startl mg valve to either of said operative pos.-tions, and pneumatic means to hold-said valve iii-such position.` 10o12. An air brake controlling apparatus comprising brake operatingrdevices, a starting valve, means to move said starting .valve frominoperative position to either inte-rule diate or extreme operativepositions, pneumatic connections from said valve to said brakeopera-ting devices through which said valve is effective to apply thebrakes and stop the train when moved to extreme position, and also toapply the brakes until the 13,3 speed is reduced to a predetermiiwd ratewhen moved to intermediate position, and a speed controlled devicegoverning said latter apgjzlication of the brakes.

13. An air brake controllingl apparat-us' 12.6 comprising a mainreservoir; a p" ons Z-(l close said brake', pipe or to connect the sameto the marin reservoir or tothe atmosphere, a piston to move said valve,a chamber on each 12@ 'side of said piston maintained normally at highpressure, an auxiliary reservoir maintained normally at a lower pressureand automatic means to connectI one of said chambers to said auxiliaryreservoir, the eexpan 126 sion of' air from said chamber to saidreservoir reducing the pressure upon one side of said piston andcausingr the'said piston to move till the pressures on opposite sides ofsaid piston are equalized, the travel of the 13 piston moving the mainvalve to apply the* brakes.

14. An air brake controlling apparatus comprising a main reservoir, abrake pipe, a main valve effective in different positions to close saidbrake pipe or to connect the same to the main reservoir or to theatmosphere, a piston tormov'e said valve, a chamber on each side of saidpiston maintainednormally at high pressure, a plurality of auxiliaryreservoirs maintained at relatively high and 10W pressuresrespectively,auto matic means to .connect a 10W pressure reservoir toone of said chambers, the resultant movement of the piston to equalizethe pressures in the two chambers moving the main "Nalve to apply thebrakes, and automatic means to thereafter connect said chamber to a highpressure reservoir, the resultant movement of the piston being effectiveto release the brakes.

15. In a train speed control apparatus, the combination with fluidpressure operated mechanism capable of assuming a plurality of differentpositions for determining cor-- responding speed limits of the train, ofa valve device having corresponding successivef positions and. operatedfrom `the trackway.

vn testimony my hand.4

mechanism capable of assuming diifer'ent pcf sitions for fixingcorresponding dierent- Speed limits of the train, of a valvehavingpositions corresponding with the positions of said mechanism forcontrolling theuid' pressure on and thereby .the operation of saidmechanism and ,a member associated with said 'valve andoperated from thetrack.- way for actuating said-valve.

V17. In'combination, iuid pressure apparatus capable of assuming threefixed positions for determining three corresponding fixed speed limitsof a train, a speed responsive device on the vehicle' coperating withsaid apparatus to cause a brake application when the speed at any time'exceeds `the speed limit corresponding to the position of saidapparatus at such time, and a signal operated member controlled from thetrackway for deter- V:fainting .the position# o'f said Afluid' pressureapparatus.

whereof I'have hereunto set .-ANoELsT'. JOHN.

